PHILOSOPHY OF FLYING


737 NG SIMULATOR
 FOREWORD

These notes are complied as a guideline to follow when dealing

with abnormal situations on 737NG aircraft. The detailed
sequences should be used in conjunction with the relevant
company operating procedures.

Capt. Elmo Jayawardena

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 Table of Contents
1. ENGINE STARTING AND ASSOCIATED FAULTS.............................5

2. REJECTED TAKE - OFF..................................................................8

3. ENGINE FALIURE ON V1..............................................................9

4. CIRCUIT FOLLOWED BY AN ILS APPROACH.................................13

5. EMERGENCY DESCENT.............................................................14

6. TCAS.........................................................................................17

7. SLAT FAULT ..............................................................................16

8. FLAP PROBLEM ........................................................................18

9. DOUBLE GENERATOR FALIURE..................................................21

10. DUAL FMS FAILURE.................................................................23

11 DUAL ENGINE FLAME OUT........................................................26

13. HYD FALIURE-A and B..............................................................27

14. LOCALIZER APPROACH PROCEDURE........................................31

15. VOR APPROACH & GO AROUND PROCEDURE..........................32

16. NDB APPROACH AND GO AROUND PROCEDURE.....................35

17. SINGLE ENGINE CIRCLE TO LAND.............................................37

18. GO AROUND PROCEDURES......................................................40

21. Teaching Tips..........................................................................46

22. MEMORY ITEMS......................................................................47

23. 737 NG LIMITATIONS..............................................................48

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1. ENGINE STARTING AND ASSOCIATED FAULTS

 Engine Starting Method

 Manual Start
 Scan Sequence During the Engine Start
 Scan Pressure ( 30 psi)
 Oil Pressure
 N2
 N1
 Start lever ‘on’ at 25%
 Fuel Flow
 EGT - monitor
 Valve open light off call “Starter cut off”
 After the second engine PF calls “engines stabilised”

 Faults During An Engine Start

 Hot Start
 Hung Start Start lever to cut-off by re-call- CALL c/L
 Wet Start
 Valve Stuck open
 Tail pipe fire

Hot Start
 Hot Start occurs when the EGT needle seem to run fast. Abort latest by
6 o’clock. Start lever to cut-off. Call “aborted engine start Check-list.
(QRH 7.1)

Hung Start
 During a Hung Start the engine spools up and stabilizes in lower N1 and
N2. Abort start. Start lever to cut-off. Call “aborted Engine Start check-
list”.

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 Starter shear too looks similar to a hung start EXCEPT – the N2 will
spool down – this calls for maintenances action

Wet Start
 Ignitor failure is the cause for a Wet Start. No start in 20 secs - abort
 Wet Start needs MEL check to despatch with a single Ignitor.

Starter valve Fault

 Valve Stuck Open

Call for “Starter Valve open C/L” QRH 7.40

Tail Pipe Fire

 Advice ATC & Call for Fire Trucks as soon as Tail Pipe Fire is announced
by ground engineer. Call for “Engine Tailpipe Fire Check list” (QRH-8.6)
 Consider evacuating

No Fire indications in the cockpit for a tail pipe fire. It could lead to a
dangerous situation if not handled properly.

Cross Bleed Start

ATC clearance at start clearance stage

SUPPLEMENTARY PROCEDURES

ATC clearance, back clear open to get 30 %

First read the procedure before START checklist and read and do when
starting engine and do not forget the AFTER START calls in the checklist.

To Initiate Start - 30 psi

During Start - 25 psi

Max N2 - 75%

Any start problem – before restarting consider

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What happened? – Any limitations exceeded? – MEL?

Ensure clock is stopped at Engine Master Off to know the time the motor ran

120 - 15 sec 120 - 15 sec 60 and 30 minutes

2. REJECTED TAKE - OFF

 Captain Calls- STOP
 After this call captain has control and F/O Becomes the PNF
 Calls that FO has to make
1. Speed brakes extend
2. Reverse call – “reverse normal” or “No reverses engine no”
or “No Reverse”
3. 60 Knots
4. Tower call (FO)
5. Capt will set brakes and make announcement "ATT Cabin
crew at stations"
6. Capt calls relevant check list
7. F/O will do check-list.
8. If required Capt “EMER Evacuation check list”

Anytime the tower says fire visible or Captain feels he should evacuate – he
must say “Stop check-list – Emergency Evacuation Paper Check list”

Capt will notify ATC of imminent pax evacuation and also ask for fire
indications from ATC.

When F/O is going for the evacuation Checklist, it is a good idea to select
flaps to 40 when reaching for QRH.

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3. ENGINE FALIURE ON V1......

 Make sure you do not rotate until Vr.

 Positive Rate “GEAR UP” – 10 degrees pitch (12 to be precise)
 Consider TOGA – fly
PNF – call damage or no damage BETA - Trim the rudder
after gear up and before 400 ft 

(Note: For Engine Fire, input Rudder only when you are moving the
Thrust Levers back)

 At or above 400ft AGL...When in Control – recall items for Engine Fire,

severe damage or separation
 PF – disconnect Auto Thrust, close thrust lever on confirmation
 PM- close start lever with confirmation, fire bottles with confirmation.
One bottle for damaged engine – fire out or both bottles for FIRE
(For over heat – A/T off and Thrust lever closed – check if O/H is
out. If not continue memory items for Fire Checks till O/H is out)

 At 400 ft R/A call “Heading”

1. at 1000 above field call “flap up speed” (if VNAV not

engaged)
2. Retract flaps 3
3. PAN Call (any time after 400 ft)

Note: For Engine Fire MAYDAY Call after 1st bottle is discharged and
waiting for 30 seconds.

 When Flaps up

1. Select N1 and MCT,

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7
 2. Auto pilot “on”
3. Request to fly to HOLD

Decision to go to the HOLD is best before QRH is read (some companies do it

after QRH is read.)
Following actions are to be done prior to going to the hold.

IF PF CONSIDERS HOLDING
 REQUEST TO HOLD - (any abnormal, if you have fuel, go to a hold – it is
a golden rule of airmanship)

2 x 3 system of holding and SFWW

1. CHK ND – identify Beacon. Turn to beacon needle

2. “Give Me Direct “Pelly”

PF → selects LNAV and calls “LNAV” 3

PM→ CALL distance to holding beacon
SFWW – PF will consider
3. “Set Hold @ Pelly, 320 Inbound, Left Turn”

1. “Confirm Entry”
2. (S) Speed check- ICAO holding speed 3
3. (F) Fuel check link (W) weight and (W) weather

1. Once aircraft is established going to the HOLD – call for QRH.

2. Completion of QRH check list – call “after take-off check list” 3
3. Consider re-light if it is an Engine Flame out

P HAND
P
Paper Check OVER 8
PURSER &
List PA
For any abnormal PF MUST consider whether all relevant PAPER
CHECK LISTS are completed before handing the aeroplane to PNF.
Example – one engine inoperative landing C/L

Pre hand over – PAPER CHECK LIST

Post Hand over PA – NITS

Then PF will do the planning

 COMPLETE THE BRIEFING

 PF TAKES OVER - CALL “Descent Preparation”
 “Descent Checklist, Approach Check list”
 CONTACT ATC with what you need out of 5 items (this applies to any
abnormal)
1. To Be No.1
2. To Fly RWY heading in case of a Go Around
3. STOP On the RWY 5
4. FIRE SERVICES
5. MEDICAL SERVICES

 Consider Auto Brake 3

 Request to commence approach
 Call flaps one early
 Landing Check list before 1000 ft.
 PF will repeat the response item in Differed Items on landing checks

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Configuring the aeroplane
Configuring
All flap selections should have an entry point and an exit point
Entry Exit
Flap 1 - 14 track miles arm approach
Flap 5 - Arm Approach G/S alive
Gear - G/S Alive G/S one dot
Flap 15 - G/S one dot G/S
Flap 30 – G/S
If on one engine - land with Flaps 15
Same entry and exit except gear at one dot and flaps 15 at G/S

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4. CIRCUIT FOLLOWED BY AN ILS APPROACH
Following procedure is given from the point of getting airborne

Positive RATE (PM).........Gear Up (PF)

400 Ft “heading”
 1000 ft turn reciprocating heading
 Select speed 180
 After T/O check list (keep flaps at 5)
Down-wind at 1500– Descent and Approach Check List
Have 2.5 on R/W edge and abeam point line
Fly to the edge of circle – F/D s off before abeam point
Time from abeam line – 30 secs Gear down and flaps 15
45 secs turn base 80 degrees from R/W track – do not look for
R/W but concentrate on PFD – bank, speed and rate of descent
Flap 30 and landing checks and fly the lights

On one engine omit the Flaps 30 – rest is the same. 3

At finals
i. Gear check
ii. Do I know my wind
iii. Do I have landing Clearance

Flying the lights – 2 red and 2 white with 700-800 t/min descend. If anything goes 3
5. EMERGENCY DESCENT
lights of same colour, correct ASAP and be ready to RE-CORRECT. That is the most
vital action.

5. EMERGENCY DESCENT

REMEMBER – 3, 5 and 5 for PF and 3, 3 and 5 for PM

Wear Mask
3
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 Switch to MASK
Capt on Oxygen – F/O on Oxygen

First Officer
Pressurisation mode Switch to manual
3
Close outflow valve
Call “cabin controllable or un-controllable”

Captain
1. Announce Emergency descent
2. Rotate altitude
3. Press level change 5
4. Thrust levers close
5. SPD BRK extend LINK then- Three items

1. Select alt 10,000 or MEA

2. Change Heading

3. Select fast or current speed 3

Call “emergency descent check list”

F/O

1. Seat belts
2. Oxygen – cabin more than 14,000
3. Ignition 5
4. Squawk 7700
5. Mayday call

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 PF checks from 30-20,000
 When Passing FL 300 Announce....
“STOP Check list” 1.SQ CODE 7700
2.IGNITION
“Passing FL 300 for 10000”
3.SIGNS
“Continue check-list” 4.O2 ( Check Cabin ALT Above
14000

 When Passing FL 200 Announce....

“STOP check-list”
“Passing FL 200 for 10000” LINK Ask ATC for Terrain
Clearance

 PM – “emergency descent check-list complete”

 Passing 12,000ft
1. SPD 250 select
2. Speed Brake retract (30 knots before target 250)
3. At 10,000 - Masks Off - 30 secs from F/O to Captain

 Make 3 Calls
1. To PAX (Capt)
2. To Cabin Crew (Capt)
3. ATC–down grade MAYDAY to PAN Call(PM)
LINK Get WX

 Decided landing field and calculate fuel

 Go to a hold for preparation
 BRIEF and “descent preparation”
 “Descent and Approach checklist”

 Contact ATC with the required out of 5

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 Consider this every time you leave a hold for
the approach after attending to an abnormal
situation.

 Request to be No1 (*)

 Go Runway Heading in case of a Go ARND (*)
 Stop On the Runway 5
 Fire Services (*)
 Medical Services (*)

For E/Descent * items apply

6. TCAS

1. Traffic Advisory – TRAFFIC TRAFFIC

2. PF – TCAS I HAVE CONTROL – “FDs OFF / Seat Belts

On”

3. TCAS R.A – “CLIMB CLIMB”

4. PF disconnects AP and A/T and obeys TCAS

instruction

5. PNF – “Go Cat 3012 TCAS RA”

6. CLEAR OF CONFLICT

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 7. “FD ON – SPEED MANAGED - AP ON”

8. Manage From Left to Right of FCU

9. PNF – “CLEAR OF CONFLICT”

7. SLAT FAULT
 This problem normally comes when you are on approach and select
flaps 1 to intercept the LOC. As soon as the SLAT fault is triggered 3
Things has to be done.

1. Fly current speed on A/T

2. AP ON 3
3. LOC(if armed) Off

Request to go to a hold

Use 2 x 3 system of going to a hold

Take special care to look at fuel and calculate how long you can take to
sort matters before commencing approach – forget the alternate and
calculate to land with 1500 KGs and use 1500 kgs for 30 minute burn off.

 When heading to hold call “L/E Flap Transit C/L” (QRH-

9.12)

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  PM will read checklist (QRH-9.12) and set up FMS

 For the SLAT Problem PF need to know these Factors

1. Fly A/T and A/P
2. Vref+ additive and Flap lever Psn
3. Fuel consideration 4
4. Landing Distance-QRH

P  HAND OVER  P
 Briefing and PA
 Take over control
 Deferred items up to landing C/L
 Contact ATC with the required items out of 5 & Leave the hold
 2000ft Landing Check List

8. FLAP Asymmetry.

 As soon as a FLAP asymmetry noticed

1. AP on and A/T on
3
2. Speed Select
3 Trim Rudder if there is roll

By this time LOC and GS could be captured. Do not RUSH – The plan is to fly the glide
slope to about 1000 feet and go around. If possible request ATC to go-around R/W
heading. Inform clearly intentions to PM. Fly down to 1000ft on GS. BUY SOME TIME.
Repeat - Do not Rush things.

When comfortable and above 1000ft

 Announce – “GO AROUND” (do not use the word go around flaps)
 No need of TOGA – but if you go to TOGA select the speed you
approached with once gear is up.
“Positive Climb” “Gear Up”
1. MCP SPEED open and A/T on

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 2. Fly R/W heading HDG
3. A/P on and fly V/S 500

This will give you a Locked speed, Runway Heading and a Slow Climb

When comfortable request to go to a hold.

(Remember 3 x 2 system or SFWW)

PF to remember considerations

1. Fly A/T and A/P

2. Vref + additive and Flap Lever Psn
3. Fuel consideration
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4. Landing DIS

When heading to the hold - Call “Flap Asymmetry C/L”

PM will read C/L (QRH 9.29) and set up FMS

P  HAND OVER  P (PA AND C/S)

 Brief approach
 Take Over
 Differed C/L up to land checks
 Contact ATC ( With required items out of the 5)
 Commence another approach
 2000ft Landing Checks

If a situation arises when approaching an alternate (minimum fuel) and you

have a slat or flap problem, you will not have time to read any checklist

If you have any flap or slat – (not zero slat and flap) just make a quick
decision and add 40 knots to Vref 40 and land. You MUST have at least 2000
meters landing distance

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If you have a zero flap/slat situation be aware of your tyre speeds (195)

Add 55 knots to your Vref 40 and land. You may need at least 2200 meters to
be safe.

9. TRAILING EDGE FLAP Disagree

 As soon as a disagree is noticed

1. AP on and A/T on
3
2. Speed Select
3. Make sure needle and flap lever disagree

By this time LOC and GS could be captured. Do not RUSH – The plan is to fly the glide
slope to about 1000 feet and go around. If possible request ATC to go-around R/W
heading. Inform clearly intentions to PM. Fly down to 1000ft on GS. BUY SOME TIME.
Repeat - Do not Rush things.

When comfortable and above 1000ft

 Announce – “GO AROUND” (do not use the word go around flaps)
 No need of TOGA – but if you go to TOGA select the speed you
approached with once gear is up.
“Positive Climb” “Gear Up”
4. MCP SPEED open and A/P on
5. Fly R/W heading HDG
6. A/T on and fly V/S 500
3
This will give you a Locked speed, Runway Heading and a Slow Climb

When comfortable request to go to a hold. (Remember to check

holding beacon needle and 3 x 2 system for holding or SFWW)

PF to remember considerations

5. Fly A/T and A/P

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 6. Vref + additive and Flap Lever Psn
7. Fuel consideration
8. Landing DIS

When heading to the hold - Call “Flap Asymmetry C/L”

PM will read C/L (QRH -9.35) and set up FMS

P  HAND OVER  P (PA AND C/S)

 Brief approach
 Take Over
 Differed C/L up to land checks
 Contact ATC ( With required items out of the 5)
 Commence another approach
 2000ft Landing Checks

If a situation arises when approaching an alternate (minimum fuel) and you

have a slat or flap problem, you will not have time to read any checklist

If you have any flap or slat – (not zero slat and flap) just make a quick
decision and add 40 knots to Vref 40 and land. You MUST have at least 2000
meters landing distance

If you have a zero flap/slat situation be aware of your tyre speeds (195)

Add 55 knots to your Vref 40 and land. You may need at least 2200 meters to
be safe.

Trailing edge Flap up landing will be recognised on

selecting flap 1. If possible request hold and go direct
if ATC allows. If not follow the same procedure as
flap Asymmetry and Disagree by flying the Glide

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 slope and going around at 1000 ft back to a hold to
read check list and do the same procedure as flap
Asymmetry and Disagree.

9. DOUBLE GENERATOR FALIURE

 Capt will fly the aeroplane – No A/P, A/T and F/D
 PM gives Mayday call and request BLOCK ALTITIDE
 Capt calls “Loss of both generators C/L”
 PM will read C/L and try to get one generator or APU on line

Failing to get a generator or APU on line

If in terminal area request RADAR vectors

 Single battery – 30 minutes dual battery 60 minutes

 If Capt attitude displays is working fly the aeroplane with F/O
writing down – Heading – Altitude and Speed and continuously
monitoring Captains flying with BLOCK ALTITUDE
 If both attitude displays are not working go by checklist to IRS
attitude mode and enter headings and fly.
 A/P should not be engaged

10. DUAL FMC FAILURE

Recognition
No FMC data on both NDs and no FMC data on both CDUs means
both FMC has failed
No FMC data on Capt ND (map mode) and no FMC data on both CDU
Means Left FMC has failed
No FMC data on F/Os ND – MSG light illuminated and ‘SINGLE FMC
OPERATION’ MESSAGE on scratch pad means right FMC failed

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 If both FMC failed, A/P and A/T works. Fly conventional navigation
Request hold if in terminal area – use 2 x 3 or SFWW

When heading to hold call “FMC fail check list”

PM will read C/L (QRH 11.3) and set up bugs

Use SPD REF selector to set gross weight and reference speed bugs
Use N1 SET selector to set N1 bugs

P  HAND OVER  P (PA AND C/S)

 Brief approach
 Take Over
 Contact ATC ( With required items out of the 5)
 Commence approach
 2000ft Landing Checks

11. RUNAWAY STABILIZER

12. DUAL ENGINE FLAME OUT
 As soon as dual engine flame out verify the fuel quantity and check
whether you have fuel – If no fuel – only possibility is GLIDE

WEAR YOUR OXYGEN MASK

If there is fuel
 Look simultaneously for windmill start as well as starting APU

Captain’s thoughts
Remember - Max 950 EGT – 30 secs to light up - 270- 275- 300
If EGT goes to 950 – Start lever cut off

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 If no light in 30 secs – start lever cut off
For wind mill above F/L 270 – fly 275 and below F/L 270 fly 300
For windmill starts – both start levers to idle simultaneously
At 30 secs cut off and start again
F/O attempts to start APU
Call for “Loss of thrust on Both Engines C/L”

13. Hydraulic Failures

Any single system Hydraulic problem, check fuel and go to a hold.

Use 2 x 3 system or SFWW to get to the hold.

When heading to the hold call “Loss of System ‘A’ or ‘B’ Checklist”

PM will read and do C/L (QRH 13.2 or 13.5)

PF to remember considerations for Loss of ‘A’
1. Fly A/T and A/P
2. Can land any flap up to 40 5
3. Manual gear extension – no retract – extend in hold
4. Landing Distance (QRH)
5. Consider landing clearance before extending gear

PF to remember considerations for loss of ‘B’

1. Fly A/T and A/P

2. Flaps alternate extension to 15
3. No Auto Brakes 4
4. Landing Distance (QRH)

P  HAND OVER  P (PA AND C/S)

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  Brief approach
 Take Over
 Differed C/L up to land checks
 Contact ATC ( With required items out of the 5)
 Commence approach
 2000ft Landing Checks

14. LOCALIZER APPROACH PROCEDURE

 Flown on A/P with VOR/LOC and V/S

 Can fly with VNAV and LNAV on RNAV approach
 Start configuring 7 NM to FAF
 Fully Configure the Aircraft at least 2nm before the FAF.
 Passing 2000 - Landing Check List

 Once the Field insight

1. AP OFF
2. FD OFF
3. RWY TRK

LIMITATIONS
STUDY GUIDE FOR THE 737-800
1.07:261:7/2/2004 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen PAGE 5
OPERATIONAL LIMITATIONS
ALTITUDE
Maximum Operating Altitude (Service Ceiling) 41,000 FT
Maximum Takeoff Altitude 8,400 FT
Minimum altitude for Autopilot use on Takeoff 500 Ft AFL
Maximum Flap Extension Altitude 20,000 Ft.
Minimum Speedbrake Deployment Altitude 1000 Ft. RA
Final Flap Setting (Procedural) 1000 Ft. AFL

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AMBIENT & ATMOSPHERIC
Maximum/Minimum Takeoff and Landing
Temperature Limits
+54C/-54C
Maximum Fuel Tank Temp +49C
Minimum Inflight Tank Fuel Temp Jet A - 40ºC, Jet A1 - 43ºC
FLIGHT PLANNING & WEIGHT AND BALANCE
Operational Envelope Aircraft must only be operated within the approved
weight and balance limits.
Maximum Distance for Takeoff Alternate 330NM (FM Part 1 Sec 6)
RUNWAY CONDITIONS
Maximum Runway slope +/- 2%
Minimum Runway Width 148FT/45 Meters (FM Part 1 Sec 6)
Takeoff Not Authorized under the following
conditions: (FM Part 1 Sec. 8 pg 6)
More than 3 inches of dry snow
More than ½ inch of wet snow
More than ½ inch of slush or standing water
Chunks of hardened snow or ice
WIND LIMITS
Maximum T/O & Landing Crosswind 36Kts (Demonstrated, Company Policy)
Maximum T/O & Landing Tailwind 10Kts, Up to 15Kts only if specified by Special Takeoff
and Landing Analysis in Performance Manual
Runway Condition Limit
Dry 36
Fair 20
Poor 10
Visibility
Less than ¾ mi (4000 RVR) 15
Less than ½ mi (1800 RVR) 10
Instrument Approach
Non-ILS (Less than ¾ mi 4000 RVR) 15
CAT I ILS 15
Crosswind Limitations (Landing)
Observe Most Restrictive Limit
Rolling takeoff is strongly advised when
crosswind exceeds 20 knots
All winds include gusts
May be further restricted for Restricted
Captains (Exemption 5549, FM Part I, Sec. 10)
For dispatch to an airport, use steady state
winds
CAT II or CAT III 10
Runway Width Less than Standard 20Kts (FM Part 1 Sec 6)
Maximum Tailwind for CAT II and CAT III 10Kts
Maximum Headwind for CAT II and CAT III 25kts
Maximum Wind Gust 50Kts (Except in an emergency)
AIR CONDITIONING AND PRESSURIZATION
With Engine Bleed Air Switches ON, do not operate the air conditioning packs in HIGH for
takeoff, approach
or landing.
Maximum Cabin Differential Pressure (System Relief): 9.1 PSI
Maximum Differential Pressure for T/O and Landing: 0.125 PSI
Use of wing anti-ice above approximately FL350 may cause bleed trip off and possible loss of
cabin pressure.
Max Altitude for unpressurized flight following an inflight depressurization:
14,000FT (may be exceeded for terrain avoidance)
Maximum Altitude when aircraft is dispatched for unpressurized flight: 10,000FT

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LIMITATIONS
STUDY GUIDE FOR THE 737-800
PAGE 6 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen 1.07:261:7/2/2004
AIRSPEEDS
Maximum V Speed (Vmo) 340 knots (observe Vmo pointer and gear/flap placards)
Maximum Mach Operating Speed (Mmo) .82 Mach
Turbulent Air Speed 280K/.76M
Maximum Landing Gear Extended 320K/.82M
Maximum Landing Gear Extension 270K/.82M
Maximum Landing Gear Retraction 235K
Maximum Speed with 1 LED stuck-out 300K/.65M (280KIAS in turbulence-QRH, FLT-C)
Maximum Speed with > 1 LED stuck out. 230K (QRH, FLT-C)
Maximum Alternate Flap Extension Speed 230K (QRH, FLT-C)
Elevator Tab Limit Cycle Oscillation (LCO) Speed 270K or less or until the vibration ceases (QRH,
FLT-C)
APU
ALTITUDES
Maximum APU Operating Altitude 41,000 Ft.
Maximum APU Start Altitude 41,000 Ft. (FL250 Recommended)
Maximum APU Electrical Load Altitude 41,000 Ft.
Maximum APU Bleed Load Altitude 17,000 Ft.
Maximum APU Combined Bleed and Electrical Load
Altitude
10,000 Ft.
Normal APU Fuel Source Tank 1
Alternate APU Fuel Source Center Tank with (L) CTR pump ON.
Maximum APU Start Time 120 Sec.
Minimum voltage for APU Start 18V (Removed from OM)
Time it takes for APU inlet door to close 20 seconds after OFF selected. (wait 1+20 before
selecting
BATT off)
APU Operation during refueling Do not attempt to start or shutdown APU while refueling is
in progress due to the possibility of vapors igniting.
APU Bleed valve must be closed when:
Ground Air is connected and isolation valve is open
Engine No. 1 bleed valve is open
Isolation valve and engine No. 2 bleed valves are open
APU bleed valve may be open during engine start, but avoid engine power above idle.
ELECTRICAL
Integrated Drive Generators (IDG)
Number 2
Frequency 400 Hz 10 Hz
Voltage 115 Volts 5 Volts
Rated Output 90 KVA
Normal Battery Voltage 26Volts 4 Volts
EVACUATION SYSTEMS
Any time passengers are onboard prior to aircraft movement at least one floor level exit must be
Open or
Armed.
Any time the airplane is in motion all door slides must be armed.
Any time passengers are onboard and fueling is in-progress at least one flight attendant must be
onboard and
the Jetbridge or passenger stairs must be attached to the aircraft with an entry Door open. If stairs are
not
available, All useable exit doors must be closed and armed with a flight attendant manning each
armed door or
station (FM 1 Sec 7).

25
Electrical power must be provided to the aircraft prior to passenger boarding (FM 1 Sec 7).
Door 1L is the only door that may be opened with both engines running. Jetbridge must be attached.
LIMITATIONS
STUDY GUIDE FOR THE 737-800
1.07:261:7/2/2004 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen PAGE 7
FLIGHT CONTROLS
Holding in Icing Conditions Prohibited with flaps extended (AFM)
Minimum Altitude for deployment of Speed brakes Do not deploy speed brakes in flight at radio
altitudes below 1000 FT (AFM)
Speed Brake extension limit In flight, do not extend Speed Brake Lever beyond
the FLIGHT detent. (AFM)
Maximum flap extension altitude 20,000 feet (AFM)
FLIGHT INSTRUMENTS
HEADS UP DISPLAY (HUD)
HUD and No. 1
Radio Altimeter
Use of HUD with an inoperative Number 1 Radio Altimeter (RA) is prohibited. (AFM)
HUD Modes NP – ILS approaches, terminal area or enroute flight.
AI – CAT I approaches
AII – CAT II approaches
AIII – CAT III approaches, may be selected at any time above 500 ft AGL, needs up to seven
seconds from selection to engagement (before reaching 500ft AGL).
Glideslope
Angle
Default: 3°
Valid range: 2.00° to 4.00°
AIII valid range: 2.5° to 3.0°
Runway Length Default: 10,000 ft.
Valid range: 5000 to 15000 ft
AIII valid range: 5500 to 13600 ft.
Runway
Elevation
Default: -0- ft, when a runway is selected for departure or arrival, the navigation database runway
elevation is set as the default.
Valid range: -1000 to 12000 ft.
RVSM OPERATIONS
Maximum allowable in-flight difference between Captain and First
Officer altitude displays
200 Ft.
Maximum allowable on-the-ground difference between Captain and
First Officer altitude displays
50 Ft. (From Sea Level to 5000 Ft.)
60 Ft. (From 5001 to 10,000 Ft.)
Maximum allowable on-the-ground difference between Captain or
First Officer altitude displays and field elevation
75 Ft.
Standby altimeter does not meet altimeter accuracy requirements of RVSM airspace.
ICING CONDITIONS
Icing Conditions are said to exist when the OAT/TAT is 10C (50F) or below and:
Visible moisture in any form is present (Clouds, Fog with visibility of less than 1 mile, Rain, Sleet,
Snow and Ice Crystals)
-or-
When operating on ramps, taxiways or runways where surface snow, ice, standing water or slush
may
be ingested by the engines or freeze on the engines and nacelles.
Engine ignition must be ON when operating in icing conditions.

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Engine Anti-Ice must be ON during all ground operations and flight operations when icing conditions
exist or are
anticipated except during climb and cruise below SAT of -40C.
Do not operate engine or wing anti-Ice when the total air temperature (OAT/TAT) is above +10C
(50F).
LIMITATIONS
STUDY GUIDE FOR THE 737-800
PAGE 8 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen 1.07:261:7/2/2004
MISCELLANEOUS LIMITATIONS
AUTOFLIGHT
Autopilot use after takeoff Do not engage autopilot below 500AFL
Single Channel Operations during approach Autopilot shall not remain engaged below 50 FT AGL
(AFM)
Aileron Trim Must not be used with autopilot engaged
Minimum Altitude during Non-ILS Approaches Autopilot must not be engaged below 50 FT below
the MDA
Dual Channel Autopilot Approaches Prohibited
COMMUNICATIONS
HF Radio Operations If one HF radio is selected for transmission, deselect the other HF radio on
all audio select panels to prevent audio interference.
Modulation Technique Power Output
USB 400 Watts PEP
HF Radio Power Output
(From maintenance manual)
AM 125 Watts
FUEL
Minimum Dispatch Fuel See FAR 121.639, 121.647 (FM Part 1 Sec 6)
Reserve Fuel (45 minutes) 4,080 LBS (for manual flight planning purposes)
Maximum Fuel Capacity 46,000 LBS – 6,875 Gallons (6.7 lbs/U.S. gallon)
Tank 1 and 2 Capacity 8,600 LBS – 1,288 Gallons
Center Tank Capacity 28,800 LBS – 4,299 Gallons
Minimum Fuel for ground operation
of Electrical Hydraulic Pumps
1,675 LBS in related Main tank. (OM II – Hydraulics)
Maximum Fuel Tank Temp 49ºC
Minimum Inflight Tank Fuel Temp Jet A - 40ºC, Jet A1 - 43ºC
Ballast Fuel NOT AUTHORIZED
Crossfeed Valve Must be closed for Takeoff & Landing
Maximum Lateral Moment Main tanks 1 and 2 must be full if center tank contains more than 1000
LBS
Maximum Lateral Imbalance Tank 1 and Tank 2 must be scheduled to ZERO
Random fuel imbalance must not exceed 1000LBS for taxi, takeoff,
flight or landing
Center Tank Fuel Pumps (AFM) For Ground Ops, Center Tank Fuel Pump Switches must not be
ON
unless the center tank fuel quantity exceeds 1000 pounds, except when
defueling or transferring fuel.
Center Tank Fuel Pump Switches must be turned OFF when both center
tank fuel pump LOW PRESSURE lights illuminate. If a center tank fuel
pump LOW PRESSURE Light(s) illuminate during takeoff or climb, the
center tank pump(s) may remain on until the climb attitude is reduced and
the light(s) extinguish or workload allows for the pumps to be turned OFF.
Center Tank Fuel Pumps must not be ON unless personnel are available
in the flight deck to monitor LOW PRESSURE Lights.
Fuel Specifications
(Systems)
Standard Fuels: Jet A and Jet A-1

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Alternate Fuels: JP-5 and JP-8
Prohibited Fuels: JP-4 and Jet B
Refueling
(Systems)
(Do not operate HF or WX radar [except
in test mode], ground equipment must
be positioned under wing-tips, fuel
supply unit and aircraft must be properly
bonded [ground wires])
No.1 and No.2 Main tanks should normally be scheduled equally until
full, additional fuel is then loaded into Center Tank.
Main tanks must be scheduled full if the Center tank contains more than
1000 pounds. With less than 1000 pounds of center tank fuel, partial
main tank fuel may be loaded provided the effects of balance have
been considered.
Recommended maximum nozzle pressure is 50 psi, this is
approximately 300 U.S. gallons per minute.
A fueling control panel containing all the controls required for operation
of the refueling system is located in the lower leading edge of the right
wing.
LIMITATIONS
STUDY GUIDE FOR THE 737-800
1.07:261:7/2/2004 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen PAGE 9
MISCELLANEOUS LIMITATIONS
LANDING GEAR and TIRES
Brakes Do NOT apply brakes until after touchdown
Tire Pressure 195 PSI Minimum on stem pressure gauge
Maximum Tire Speed 196 Kts (225 Mph as specified on tire)
OXYGEN
Minimum Crew Oxygen for Dispatch 1000 PSI Recommended, See Preflight and MEL 35-2 for
pressure/temperature chart.
Maximum Preflight Oxygen pressure 1850 PSI
Normal Duration of Passenger Oxygen 12 mins
POWERPLANT
Powerplant CFM56-7B26
22K, 24K, 26K, 27K Max Power Rating.
Produces 26,400 LBS of static thrust at Sea Level (27,000 Lbs Thrust
Bump Orange County (SNA) only)
Reverse Thrust Intentional use of reverse thrust inflight is prohibited
Engine Display Markings RED: Maximum and Minimum
AMBER: Caution limits
GREEN: Normal limits
EEC Operations Both EEC’s must be ON for Takeoff
If EECs are in Alternate mode for Takeoff:
Both EEC's must be in Alternate mode
26K Max (27K Max at KSNA) takeoff thrust must be used
Do not use the FMS takeoff N1 or V-Speed values
Use of autothrottle for takeoff is prohibited
Engine Ignition Must Be On TILT OVER
Takeoff [CONT or AUTO]
Icing Conditions (Anti-ice operations) [CONT or AUTO]
Landing [CONT or AUTO]
Turbulence (Maneuvers [FLT])
Operating in heavy rain [CONT]
Volcanic Ash (QRH MISC, [FLT])
Emergency Descents (Maneuvers/QRH 12.1 [CONT])
Training,Test & Thrust Bump Flights

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FLIGHT DECK DOOR and ACCESS SYSTEM
Reinforced Flight Deck Door and
Flight Deck Access System (AFM)
Accomplish Pre-Flight check prior to the first flight of the day
WEATHER RADAR
Weather Radar Do not operate weather radar during fueling, near fuel spills, or people
NAVIGATION PERFORMANCE
Maximum Flight Operating Latitudes 82N through 82S
Operating Latitude Exceptions 80W–130W (70N) and 120E–160E (60S)
Non-ILS LNAV Approach RNP 0.3 NM
RNP Specified on Approach Plate Use as specified
Air Data Inertial Reference Unit
(ADIRU)
ADIRU alignment must not be attempted at latitudes greater than 7815”
Global Positioning System (GPS)
(AFM)
GPS updating must be disabled for approach operation when operating
outside the United States National Airspace, if the FMC database and
charts are not referenced to WGS-84 reference datum, unless other
appropriate procedures are used.
LIMITATIONS
STUDY GUIDE FOR THE 737-800
PAGE 10 © Copyright 1999-2004 by Fane S. Smith and Bryan K. Allen 1.07:261:7/2/2004
WARNING & ALERT
Ground Proximity Warning System (GPWS) (AFM)
Do not use the terrain display for navigation.
Do not use the look-ahead terrain alerting and terrain display functions within 15nm of takeoff,
approach or
landing at an airport not contained in the GPWS terrain database. Note: All company approved
airports
(regular, provisional, refueling, alternate and designated emergency airports) are in the GPWS airport
database.
WEIGHTS
Weights Pounds
Maximum Taxi Weight 174,700 lbs
Maximum Takeoff Weight (TOW) 174,200 lbs
Maximum Landing Weight 144,000 lbs
Maximum Zero Fuel Weight (ZFW) 136,000 lbs
CONDITIONS THAT PROHIBIT STANDARD THRUST FOR
TAKEOFF
Maximum Takeoff Thrust at any thrust rating
(22K, 24K, 26K) must be used:
Tailwind.
Wet runway.
Load closeout weight (TOW) exceeds
Assumed Takeoff Weight (ATOW). New
closeout can be requested.
MEL/CDL items containing weight restriction.
Engine Anti-ice is used and the TPS
THRUST/V-SPEED section does not
indicate ANTI-ICE ON.
Maximum Takeoff Thrust (26K) must be used:

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(NO DERATE)
Improved performance
Runway contaminated by standing water,
slush, snow or ice.
Windshear is reported or expected.
When FM-II Airport Advisory requires

Maximum Thrust.

30